Railway-traffic-controlling apparatus



Jan. 27. 1925.

F. H. NICHOLSON lRAILWAY TRAFFIC CONTROLLING APPARATUS Filed Sept. 17, 1925 INVENTOR v1 www@ E" f/zwzwa H44 ATToRNEY FRANK NICHOLSON, F LEWISTOWN, PENNSYLVANIA, ASSIGNR TO) THE UNIION SWETCH it SIGNAL CDMPNY, @E 'SWESSVJLE PENNSYLVANIA, A CRP 'EION @F PENNSYLVANE RAILWAY-TRAETC-CONTROLLING APPARATUS.

application led September 17, 1923. Serial No. M934.

To all whom it may concern:

Be it known that l, FRANK l-l. NICHOLSON, a citizen of the United States, residing at Lewistown, in the county of Min and State of Pennsylvania., have invented certain new and useful Improvements in Railway-TraControlling Apparatus, of which the following is a specication.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type comprising train carried governing apparatus contro led in part by energy received vfrom the traclrway. More particularly my invention relates to the train carried portion of such apparatus.

l will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagram.- matic view showing one form and arrangement of train carried railway tramo controlling apparatus embodying my invention.

Referring to the drawing, the reference character D represents a three-way valve mounted on a ra1lway vehicle and controlled by trame conditions in advance of the vehicle. 'llhe means for controlling this valve D arenot essential to the complete disclosure of my invention and are omitted from the drawing for the sake of simplicity. llt is suilicient to say that when trame conditions in advance are safe, that is, such as to permit the train -to travel at high speed with safety, this valve D connects pipe 1 with pipe 2. When tramo conditions in advance are such as to require caution, that is, to impose an intermediate speed limitation, valve l) connects, pipe 1 with pipe 3. lllhen trame conditions in advance of the train are dangerous, or such as to impose a low speed limitation, valve D connects pipe l with pipe 4c, which may be connected. by means hereinafter described to ipe 32. vPipe 1 contains a uid, as air, uner pressure greater than atmosphere and when this pipe is vented to` atmosphere the brakes on the train are applied by automatic means not shown in the drawing.

Mechanically driven by an axle F of the train is a centrifugal device A comprising, as shown in the drawing, a pair of weights 5 each connected to an arm 10.' These arms are pivotally supported at pointA 10m and are so disposed that when the weights 5 trifugal force exerted by weights 5 is a func t1on of their speed which is y1n turn proportional to the speed of the vehicle, and it therefore follows that for any speed of the vehicle, there is one, and only one, position 'of crosshead 13. f

The reference character X designates a valve body comprising three valves L, M and H. Each of these valves is contained in a chamber 16 provided with an opening normally closed by the valve. Each 'valve is held closed by a spring 16 and is provided with a stem 15. When the valves are' moved toward the left, the chambers 16 are eena nected to atmosphere. These valves are so disposed and the stems are so proportioned that when the speed of the train exceeds some low value as 15 miles per hour, crosshead 13 engages stem 15 of valve L and opens its chamber to atmosphere; when the train exceeds some intermediate speed, as miles per hour stem 15l of valve l/l is engaged by crosshead 13 and valve ll/l is opened; and when the train exceeds some high speed as miles per hour the valve l-l is opened. l l

Chamber 16 ofv'alvell is connected with Gld "dit

dll

pipe 2, chamber 16 of valve Mis connected e centrifuge crosshead 13 will enga e stern 15 of valveI-l, thus o ening this va ve and.

applying the brakes. 'f thetrain were travcling under an intermediate speed limitation po l would be connected, by means of valve lll and ipe 3 with valve lid, land the brakes would die a plied as soon as the" speed of the train excee ed 35 miles r hour. Similarly If, however the speed of the train exceeds 65 miles per our roo t and the governing apparatus if the valve D were in such position that pipe 1 were connected with valve L, that is, when the train is under a low speed limi tation, the brakes would be applied if the speed of the train exceeded miles per hour.

Under some conditions of operation, 1t

becomes desirable for the engineman of a lo,

comotive carryi governing apparatus such 'as has been desditibed, while operating under a low speed limitation, to temporarily 1ncrease vthe speed of the locomotive above 15 miles er hour without incurring an automatic rake application. Such a condition ofcoperation is met with in practice when an enginema-n wishes to make a iiying switch,

that is, when he wishes to disconnect the front portion'of the train from the rear portion while the train is in motion and Vapproaching a switch, and subsequently to increase the speed of the locomotive so that the front portion of the train draws away the attendant to operate the switch after the passage of the front portion of the train and before the transit-of the 'rear portion, thus routing the two sections of the train upon different tracks. It has been found-in practice that to Safely negotiate a flying switch it is desirable to increase thel speed ofthe front portion of the train above 15 miles per hour till it has passed the switch. With only the apparatus thus far described, if the traffic conditions impose a low speed limitation upon the train the brakes will be applied as soon as the speed of the locomotive exceeds 15 miles per hour.

In my invention I provide means fordelayin the application of the brakes for a definitel interval of time after the speed of the locomotive, running under the low speed limitation, has exceeded A15 miles per'hour.l

This means' comprises'. a timing valve K l comprising a cylinder 18 divided a re- 'ciprocable piston 19mintoan u er` c a mbcr 23 and a lower chamber 22. ej joint between the walls of the cylinder 1.8 and piston 19 is sealed by means of a piston ring 20 in- A. serted in an annular groove in the wall of the piston. Air under a constant `pressure greater than atmospheric is, admitted to the chamber 22 underthe piston 19`rom some suitable source through pipe R and tends to push the piston to its upper position against i the biasing force exerted by a spring 21. A

valve 25 is biasedfto its closed position by a spring 26 and is operated by a plunger 24 which is biased to an inoperative position by .a spring 27. When the piston rises, it'moves than that supplied below.

vided for allowing spring 21 to move pistnn 19 to its lower osition. This is accomplished by supplying air to the upper part of cylinder 18 at a pressure e ual to or greater (l accomplish this as follows:

A valve C similar tbviilves L, M and H, isl

operated by centrifugal device A and is so arranged that when the speed of the train is 8 miles per hour or below,the crosshead 13 engages the steml. of this valve thereby connecting chamber 16 \of valve C` with pipe 7. Chamber 16 of valve 'C is constantly connected by means of pipe 1l with a sup ly of air from the same source as that which) supplies pressure to valves H, M and L from pipe 1. That is, pipe 1gis connected with pipe 1.so that the brakes will be automatically applied if the pressure in pipe 1 is suiiiciently reduced. Itis clear that this pressure is applied to pipe 7 only when valve C is open. from the rear portion far enough to enable A -secondcentrifugal device B similar to device A, is also driven by axle F, but by a separate driving connection, and operates a" plunger 13. A valve G, siinilarto valveL, H and M, is controlled by plunger 13` in such a manner that when the speed of the train is above 12 miles per hour thc plunger 13'* engages the stem 15 of valve G and opens chamber 16 of valve G to atmosphere. Since thisl chamber is connectcd with pi e 7, the opening of' vaivc G will vent pipe 7 to atmosphere at all speeds above 12 miles er hour. A reservoir E is connected with pipe 7 through a check 4 valve 9 and a restricted charging port 8.

This reservoir is connected by means of ipe 6, with chamber 23 above iston 19. his chamber 23 is also connecte through a. restricted passage 29, with pipe32. Valves G and C, to ether comprise nic-.ins for detecting the integrity of the driving connect-ion between axle F and centrifugal device A, for if 4this driving connection should fail, device A will `be at rest while the train is in motion causing cross-head 13 to open valve C to admit ressure from pipe 1l to pi 7. 'If thespeed) should then exceed 12 miliaes per hour, valve G will open tliiis venting pipe 1l directly to atmosphere to apply the brakes. The purpose Aof check valve 9 is to prevent exhaust ot ressure from reservoir E through valve r when the latter is open, The purpose ot' restricted port 8 is to prevent a material reduction in l`pressure in pipe 1l while charging reservoi E.

The lower surface of piston 19 is provided with an annular groove filled with packing 40 which engages a circular rib`41 on thebottom'lof the cylinder 18 and seals oil' the chamber 22 communicating with .the pressure. source R. A circular rib 36 on the top of piston 19 engages in a similar manner f charged, the combined force exei tion, so that the area exposed to the pressure in pipe R is substantially less when valve 19 is in the lower position than when it is in an intermediate or the upper position. That is, when piston 19 starts to move lupward, the piston Varea upon which the.

pressure in pipe R is exerted is substantially increased, t

us insuring -a rapid `and posltive movementmof the piston to .its upperposition. e

I will assume thatthe train is proceedin under the W speed limitation, that is, Wit i valve D connecting pipe 1 with i 4, at a speed below 8 miles er hour. Wve C is then open, valve G 1s closed and pressure from pipe 1a is available to charge reservoir E through pipe 7 and restricted port'S. The reservoir E is connectedv with chamber 23 and as soon as reservoir E is artially ted7 by this 21 forces iston 19 downward inst t e ressure a itted to chamberv 22s! y pipe While piston 19 is up, pressureis also admitted to E from pipe 1 through valvel D, i pipe 4, valve 2 5 to pipe 32, thence through port 29 to cham-l ber 23, thence through pipe 6 to reservoir E. When piston 19 moves downward, pipe pressure and Sp 4 is cut off from pipe 32 by `thevclosing of valve 25. I will now assume that'the engineman *increases the speed of the train, as to negotiate a-lyingswitch. As the's eed exceeds 8 miles per hour valve C will close, thus-disconnecting pipe 1a from pipe 7. .As the speed exceeds 12 miles per hour valve G opens thus venting pipe 7 to. atm here but,

check valve 9 prevents the escape vo air m reservoir E which is now c to 'the' same pressure as 1, consequently no change is made inthe condition of timing valvevK. As the train exceeds 15 miles per hour, valve L is opened and the air under pressure in chamber 23 and reservoir E e is slowly exhausted to atmosphere throu h restricted port 29, pipe 32 and valve L. T e brakes, however, do notl apply, because pi 4 is cut ofi' from ipe i32 and -valve L E; valve 25. If nowv tie train continues above 15 miles per hour until the pressure in chamber 23is so reduced that the force exerted by pressure on the lower side of piston v19 is enough to raise the piston 19 ainst the combined force of spring 21 an the air pressure in chamber 23, the piston moves to its upper position, opening valve 25 andl al-s lowing pipe 1 to ventthrou chrmbe 301,J valve 25, h mbiell` 28, pllpe an va ve to atmos usa ngthebmkes i vP el?, lPil)7 valve D, pipe It is therefore plain that an engineman running under low s eed limitation, .may increase the speed o the train above 15 miles per hour for a limited time and may avoid incurring an automatic brake application as a result of exceeding the low speed limitation, by reducing his than 15 miles per hour before the completion of the time interval r uired to blow down reservoir E to actuate t e valve device K.

It should be inted out that piston 19 may be rtaine in its lower positionv only when the speed of the train is below 15 miles per hour, and that the timing valve K is operative only for low speed limitation.-

Under other circumstances the operation of tolessv the system is in noiwise affected by this valve. For example, if we assume that valve D isiin the high speed position, connecting pipe 1 to `pipe 2 and the Ytrain is above the speed at which valve L is open, iston 19 is held inthe up r position, so t at upon a change in position of valve D from hi h speed to low speed positions, pipe 1 will connected through pi e 4 to valve L to render the low' spe limit .immediately effective.

Although I have herein shown and tiescribed only one form -of railwaytraliic controlling apparatus embody' invention g ml "it 1s understood that varlous c anges and and speed responsive means for preventm such (3o-operation for a fixed interval o time.

2. Railway traiiic controlling apparatus comprising normally inactive means for applying the brakes on a vehicle, a speedv re.

sponsive device for co-operation with said lmeans to cause an application of the brakes,

means for preventing such co-operation for a ixed interval of time, and s` ed responsive means or rendering such ast mentioned means effective. v f

3. Railway traiiic controlling apparatus, com rising automatic brake application mec anism, a speed responsive device on 'a vehicle for co-operating with said mechanism to "cause a brake application if the vehicleexceeds a given lows eed and traic conditions in advance are means for preventing said co-operation for a interval of time if said vehicle exceeds sue s 4. Railway traiiicV controlling apparatus angerous, and v Havingthus described my invention, what mec anism comprising a pipe containing fluid pressure and adapte to apply the brakes when such pressure is reduced, a

speed responsive valve, means normally effective to connect said valvel with said pipe and means controlled b said valve and effective for an-interval\o time to pre- 'vent connection ofy said valve with said pipe.

Railway traffic controlling apparatus comprising a pipe, automatic brake application mechanism controlled by fluid pressure 4 in said pipe, a. speed responsive valve, normally effective means for connect/ing said valve with said pipe, a reservolr for contaming air under pressure, means responsive' valve for co-o to said pressure for placing said means in ineffective condition, and speed responsive air to said reservoir means for supplyin is below a very low only when the spee value.

f' 6. Railway trafc controlling ap aratus com rising automatic brake app ication mechanism on a vehicle, a speed res onsive ratin with said mec anism to cause a bra e application, means for rendering said valve ineffective for a given interval of time, and s ed responslve means for renderin the sai means ineffective for vehicle spee s above a given value.

7. Inv combination with a railway air y brake system comprising' a pipe containing air under whereby t e brakes are applied on a vehicle when said pressure is reduced, a valve responsive to the speed of the vehicle and opened at a low speed, means for at times connecting Saidpipe with said valve, a. device interposed between said valve and said means, and capable when in its operative position but not `when in its inoperative position of interrupting the 4communication between said means and-said valve, a reservoir for containing air under pressure, means and means controlle l for'charging said reservoir when the vehicle is at rest or proceedin at a very low speed, by the ressure in said reservoir for moving said evice to its operative position. H

8. In combination on a vehicle,`means res onsve to trafiic conditions in advance of t 1e vehicle for causing a brake application.

when the vehicle exceeds a given ed, apipe, means effective when said ve icle is at rest or moving at a very low speed to sup- -ply said pipe with fluid pressure, and ,means responsive tothe pressure in-saidpipe for delaying said brake application.

9."In combination, an automatic brake applying mechanism on a. vehicle comprising a pipe containin fluid pressure adapted to cause a'brake app ication when such pressure is red4uced, a valve adapted to be opened when the speed of the vehicle e;- eeeds a predetermined value, means responarranged to cause an automatic pressure greater than` atmospheric said valve'under low s sive to trafiic conditions for at times coninterposed between said valve and said pi for temporarily preventing cation when said valve is opened.

10. In .combinationya railway vehicle provided withl braking mechanism, a.' pipe 1 normally charged withfluid ressure and Ibrake application when such -preure is reduced, a valve L biased to the closed position, speed responsive means on" the vehicleA for o ning said valve when the sV ex s a given low value, means on t e'vehicle controlled by trafiic conditions in advance and normally effective to connect said pipe with said valve under low speed a valve 25 effective w en connection between pipe l and valve L, a piston 19 biased to one position in which it opens valve 25, and means effect-ive .when t e speed of the vehicle is reduced below saidI given low value for moving said piston to another position and keeping it there for a fixed interval of time after the vehicle suhsequently exceeds said given low value.

1l. In combination, a railway vehicle provided with braking mechanism, a pipe 1 .normally charged with fluid pressure and A arranged to cause an automaticbrake application when such pressure is reduced, n valve L biased to the closed sit-ion, speed res nsive means on thev vehic e for opening sai valve when the s exceeds n given low value, means on t e' vehicle controlled by traffic conditions in advance and normally effective to connect said pipe with traic conditions, a valve 25 effec-tive w ien closed toprevent 'connection between pipe land valve L, a piston 19 biased to one position in which it opens valve 2 5, means effective when'the s of the vehicle is reduced below said traic conditions, closed to 'prevent given low value to apply fluid pressure to said iston `for'moving the iston against said gies to a position in`w lich it allows valve 25 to close, and means controlled by valve L for graduallyreducing the pressure applied! to said istonafter the vehicle subsequently exceedg said given low'value.

s 12. vIn combination, a railway vehicleprovided with braking mechanism, a pipe l, normally charged with fluid pressure and arranged'to cause an automatic brake application. when such preuie is reduced, a valve-L biased to the closed posit-ion, speed responsive means on the vehicle for opening sai .valve when theV .exceedsl a given low value, means on t vehicle controlled by tracconditions in advance and normally effective to y.connect said! ipe with said valve under low speed t conditions, a ivalve 25 effective when closed to prevent connection between pipe 1 and valve L, a piston 19 biased to one position lusl instaat@ in which it opens valve 25, a reservoir for applying pressure to said piston to move the piston against said bias to a position in which it allows valve 25 to close, speed responsive means for charging said reservoirwith iuid pressure when the speed of the vehicle is reduced below said given low value, and means controlled by valve L and effective when the vehicle subsequently eX- ceeds said given loT value to gradually reduce the pressure thus applied to piston 19.

13. In combination, a railway vehicle provided .with braking mechanism, a pipe 1 normally charged with fluid ressure andr arranged to cause an automatic brake application when such pressure is reduced, a. valve L biased to the closed position, speed responsive means on the vehicle for opening said valve when the speed exceeds a given low value, means on the vehicle controlled by tra-dic conditions in advance and normally effective to connect lsaid pipe with said valve under low speed trailic conditions, a valve 25 e'ect-ive when closed to prevent connection between pipe 1 and valve L, a

piston 19 biased to one position in which it opens valve 25, a reservoir for applying pressure to said piston to move the against said bias to a position in which it allows valve' 25 to close, speed responsive piston means for charging said reservoir with fluid pressure when the speed of the vehicle isl In testimony whereof I aix my signature. Y.

FRANK H. NICHGLSON. 

